Automatic railway-gate.



No. 710,011. PATBNTED JAN. 0, 1903.

AUTOMATIC RAILWAY GATE.

APPLIU'ATION FILED PEB. 28, 1902. v No 110ML.

Tm; N onms rtrcns e0.. PHOTDAJTHO.. WASHINGTON, uA c.

CHARLES E. MIOKLEY, OF YORK, PENNSYLVANIA, ASSIGNOR OF ONE-HALF TOWALTER F. MYERS, OE YORK, PENNSYLVANIA.

SPECIFICATION forming' part of Letters Patent No. 718,011, dated January6, 1903.

Application filed February 28, 1902. Serial No. 96,119. (No model.)

To alw'tom t may concern:

Be it known that I, CHARLES E. MICKLEY, a citizen of the United States,residing at York, in thev county of York and State of Pennsyl- Vania,have invented a new and useful Automatic Railway-Gate, of which thefollowing is a specification.

This invention relates to railway-gates, and

has for its object to provide an improved Io train-actuated apparatusfor controlling the swinging gate members at a crossing, so as to closethe gate before the train reaches the crossing and to open the gateafter the train has passed the crossing. It is furthermore designed tomount the controlling apparatus entirely independent of the rails of thetrack, `so as to obviate weakening the `rails by the formation ofopenings therein, and at the same time to provide a strong and durablezo mounting for operating parts, so as to obviate breakage and loosenessthereof.

Another object is to arrange the wheel-en? gaging trip devices so as togradually apply movement to the gate-arms and thereby avoid 2 5 damageto the latter and the operating connections by reason of sudden jerks orjars.

Afurther object is to have all of the operating connections between thetrip devices and the gate-arms below the surface of the 3o earth, so asto be effectually housed and out of the way of vehicles andthe like, andalso to dispense with slots or openings in the surface of the ground,which are objectionable in that obstructions are liable to drop th roughsuch openings and interfere with the proper working of the controllingapparatus.

With these and other objects in View the present invention consists inthe combination and arrangement of parts, as will be hereinafter morefully described, shown inthe accompanying drawings,and particularlypointed out in the appended claims, it being linderstood that changes inthe form, proportion, size, and minor details may be made within thescope of the claims without departing from the spirit or sacrificing anyof the advan tages of the invention.

ln the drawings, Figure l is a perspective view of a railway-gatemounted at a crossing 5o and constructed and arranged in accordance withthe present invention. Fig. 2 is a longitudinal sectional View thereof,taken at the outer side of the track in the plane of the gate-posts andthrough the pits which receive the crank-arms. Fig. 3 is a detail sec-55 tional` View taken on the line 3 3 ofFig. 5 and through a pair oftrip rock-bars to show the mounting thereof and to illustrate therelative position of a pair of successive trip projections. Fig. 4 is adetail perspective 6o view of one of thetrip rockbars. Fig. 5 is adetail cross-sectional view taken through one of the rails of the trackto show the relation thereto of one of the trip projections.

Like characters of reference designate corresponding parts in all thefigures ofthe drawings.

In Fig. l' of the drawings there has been shown a double track and acrossing of the ordinary type for the purpose of fully illus- 7o tratingthe application and operation of the improved gate. At one side of thecrossing and at opposite sides of the railway-track there are providedther upstanding tubular posts l and 2, and similar posts 3 and 4 are 75,provided at the opposite sideof the crossing.

The upper end of each post is open and provided at its rear side with alongitudinal slot,

at each side of which is a perforate ear 5. Each post is provided with avertically-swing- 8o ing gate-arm 6, which is provided intermediate ofits ends and near its lower and outer end with a laterally-projectedbracket 7, the `outer portion of which is received Within the top of thepost and is pivotally connected to 85 the ears thereof by a suitablepivotal connection 8, whereby the arm is capable of swinging in avertical direction. The lower and outer end of the gate is weighted-aafor instance, by metallic plates 9, fastened to op- 9o posite sides ofthe arm, so as to balance the same and insure a smooth and easy movementtherefor. At the inner and upper end of each arm is a suitable swingingprop l0, which is loosely connected to the arm and is adapted to restupon the ground and support the arm in its horizontal position. AlthoughI have shown two arms at each side of the track, it will of course beunderstood that one long arm may be employed in lieu of two short 10oarms whenever such an arrangement may be desirable.

For controlling the gate-arms by the passage of a train a pair ofrock-bars 11 and 12 are mounted transversely of the track at oppositesides of the crossing and at a suitable distance therefrom-as, forinstance, about two hundred yardsand in any event at such a distance asto insure a proper closing of the gate before the locomotive reaches thecrossing and to prevent opening of the gate before the rear end of thetrain has passed over the crossing. Each rock-bar extends entirelyacross the two tracks and is mounted in a longitudinal groove or recess13, formed in the bottom of one of the ties 14 and held in place bymeans of the plate l5, secured to the bottom of the tie. By thisarrangement it will be observed that the rock-bar is not mounted uponthe rails, and therefore the latter are not weakened by the formation ofopenings therein. A pair of trip projections 16 extend laterally outwardtoward the crossing and through vertically-disposed slots or openings17, formed in the adjacent side of the tie, so as to permit of verticalrocking movements of the projections, the latter being bowed upwardly,so that their beveled or pointed upper ends may lie just below thetreads of the rails and in the path of wheel-flanges, it beingunderstood that each trip projection lies close to the inner side of theadjacent rail, and its inner side is provided with a lateral head orextension 18, located at its upper end and projected toward the rail, soas to overlap the flange thereof and lie in the path of wheel-flanges,as best indicated in Fig. 5.

At each end of' each rock-bar 1l there is provided a pendent crank-arml9, which Works in a pit 20, which is preferably walled up with masonryand is of a size just sufficient to permit the necessary movement of thearm 19. The top of the pit is covered by a removable plate or cover 2l,and the adjacent end of the tie 14 rests upon this plate. The otherrockbar 12 is provided with a long pendent crankarm 22, which also worksin a pit 23, which is entirely independent of the pit 2O and is providedwith a cover-plate 24. A flexible connection 25, either a Wire cable, arope, or a chain, has its opposite ends connected to the lower free endsof the crank-arms 19 and 22 and works through a hollow or tubular casing26--as, for instance, a lnetal pipethe opposite ends of which pierce theopposite walls of the two pits. By this arrangement the pits may becomparatively small and at the same time the flexible connection ishoused to prevent interference by obstructions. Another flexibleconnection 27 extends from the lower end of the longer and innercrank-arm 22 and has its opposite end connected to the adjacentgate-arm, as indicated at 28, preferably to the bracket 7 and in advanceof the pivotal support 8, the intermediate portion of the connectionbeing passed through a tube or housing 29, extending from the front wallof the Apit 23 and piercing the lower end portion of the adjacentgate-post, there being a pulley or other suitable guide 30, mountedwithin the bottom portion of the post and over which the connection 27is reeved. It is thus apparent that the flexible connection between thecrank-arms and the gate-arm is effectually housed throughoutits entirelength, and none of the parts are projected upwardly through openings inthe surface of the ground.

The connections just described are between one pair of crank-arms andthe adjacent gatearm, and it will of course be understood that duplicateconnections are provided between each pair of crank-arms and therespective gate-arms. Each inner and longer crankarm is also inoperative relation to the opposite gate-arm by means of a flexibleconnection 3l, which passes through a tube 32, piercing the inner wallof the pit 23 and the lower portion of the opposite gate-post, saidconnection passing around the pulley 30, which is a double pulley, so asto receive both of the connections 3l and 27, said connection 31 alsoextending upwardly through the tubular post and connected to the bracket7 substantially at the point 28, where the connection 27 is fastened. Inthe operation of the device when a train approaches from eitherdirection the wheelflanges thereof strike the upper ends of the tripprojections 16, whereby the rock-bar 1l is rocked to throw the oppositecrank-arms 19 outwardly or away from the gate-posts, whereby theconnection 25 is pulled and through the connections 27 and 31 thegate-arms are swung downwardly, so as to lie in horizontal positions,and thereby form obstructions or barriers extending across the crossingand at opposite sides of the track. The projections 16 at the oppositeside of the crossing will be held down by the wheel-flanges until therear end of the train has passed the crossing, when they will bereleased, and the gate-arms will return by gravity to their' uprightpositions by reason of their weighted ends 9. It will here be observedthat only one set of connections are in operation at a time, theopposite set remaining loose and having no operating effect whatever.

The purpose of having a pair of rock-bars is to increase the rate ofmovement applied to the gate-arms from the initial to the finalmovements thereof in the following manner: As best indicated in Fig. 3,it will be seen that each trip projection 33 thereof is longer than thecorresponding projection 16, and the relation of the lengths of theseparts is such that the upper end of the projection 33 is still in thepath of wheel-flanges when the projection16 has been forced to itslowermost limit by said flanges, whereby the wheel-flan ges are adaptedto also force the projection 33 downwardly, and thereby impart anadditional rotation to the rock-bar 12. By this arrangement of parts thetrip projections 16 impart a slight initial movement to the gate-armsand the projections 33 impart an additional move- IOO IIO

ment thereto, whereby the movement is applied gradually and there is nota sudden jar or jerk upon the gate-arms and the operating connections.Furthermore, the crank-arms 19 ,are comparatively short, so as totransfer a short movement from the rock-bar 11 to the gate members andthe rock-bar 12, and the arms 22 are considerably longer, so as to givean increased rate of movement during the latter stages of the movementsof the gatearms.

When the locomotive has passed over the crossing, its wheel-Hanges willengage with the trip projections at the opposite side of the crossing,and in view of the fact that the upper end portions of these trips aredisposed in a vert-ical position they will be forced down-` wardly andturn the respective rock-bars so as to hold the gate-arms closed, and inview of the fact that the projections are disposed so as to yield underpressure from either direction said projections are prevented from beingbroken by contact with wheel-flanges. As clearly indicated in Fig. 3, itwill be observed that the backs of the slots 17 form stops in the pathsof the trip projections, so as to hold the latter in proper positionsfor effective engagement with wheel-flanges.

From the foregoing description it is apparent that the present inventionprovides an exceedingly simple and effective means for automaticallyclosing and opening railwaygates by the passage of a train, and all ofthe connections between the gate-arms and the trips for engagement byWheel-anges are located entirely below the surface of the ground, so asto obviate interference by external objects, and are also housed, so asto avoid interference by frosts, thaws, dac.

1. The combination with the members of a railway-gate, of avertically-swinging trip device mounted upon the under side of atie andprojected upwardly through an opening therein and into the path ofwheel-flanges, and an operative connection between the trip device andthe gate members.

2. The combination with the members of a railway-gate, of a cross-tiehaving a longitudinal groove formed in the bottom thereof, and alsoprovided in one side with a vertical opening communicating with thegroove, a rock- Vbar mounted in the groove andrprovided with a laterallyand upwardly directed trip projection working in the opening and havingits upper end projected above the top of the tie and lying in the pathof Wheel-flanges, and an operative connection between the rock-bar andthe gate members.

3. The combination with a member of a railway-gate, of a rock-barmounted upon the bottom of one of the cross-ties and provided with atrip projection carried by one side of the bar and projected upwardly atone side and above the top of the cross-tie and into the path ofwheel-flanges, the tie having an opening in one side thereof toaccommodate the trip projection, and an operative connection between therock-bar and the gate member.

4. The combination with a railway-track, having a pit formed at one endof one of the cross-ties thereof, and a swinging gate member, of arock-bar mounted upon'the under side of said cross-tie with one endprojected over the pit, Aa trip projection carried by the rock-bar andnormally lying in the path of wheel-auges, a pendent crank-arm carriedby the rock-bar and working in the pit, and an operative connectionbetween the crankarm and the gate member. p

5. The combination, of a pair of posts at one side of a railway-track,0ate members pivoted to the posts, guides upon the posts, train-operatedtrip mechanisms at opposite sides of the gate and embodying a pluralityof independent crank-arms, iiexible connections between the crank-armsand the respective adjacentgate members, each connection having itsintermediate portion working through the guide upon the adjacent postwith its opposite ends connected respectively to the gate member and thecrank-arm, and an independent iiexible connection between each crank-armand the opposite gate member, with an intermediate portion working inthe guide of the opposite post, and its opposite ends connectedrespectively to the crank and said opposite gate member. p

6. In a railway-gate, the combination of a pair of tubular posts locatedat one side of the track, gate members pivoted upon the upper ends ofthe posts, guides within the lower portions of the posts, train-operatedtrip mechanisms located at opposite sides of the gate and embodyingcrank-arms, a iexible connection between each crank-arm and the adjacentgate member, the intermediate portion of the iexible connection workingin the post and through the guide, and an independent flexibleconnection between each crank-arm and the opposite gate member, an

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intermediate portion of said flexible conuection working in the oppositepost and through the guide thereof.

7. In a railway-gate, the combination of a pair of tubular posts locatedat one side thereof, swinging gate members mounted upon the posts,guides located within the lower portions of the posts, train-operatedtrip mechanisms located at opposite sides of the gate and embodyingpendent crank-arms working in pits, a tubular casing extending betweeneach pit and the adjacent tubular-post, a flexible connection betweeneach crank-arm and the adjacent gate member, the intermediate portion ofsaid connection working in the post, through the guide thereof andthrough the tubular casing, another'` tubular casing extending betweeneach pit and the opposite post, and another flexible connection betweeneach crank-arm and the opposite gate member, the intermediate portion ofsaid connection working in the opposite post, through the guide thereofand through the last-mentioned tubular casing.

8. The combination with the members of a. railway-gate, a pair ofrock-bars located one in advance of the other at one side of the gate,trip projections carried by the rock-bars and rising into the path otwheel-anges, the top of the trip of the inner rock-bar normally lyingabove the top of the trip projection of the outer rock-bar, a crank-armcarried by the outer rock-bar, a longer crank-arm carried by the otherrock-bar, an operative connection between the tWo crank-arms, and anoperative connection between the free end of the longer crank-arm andthe gate.

9. In a railway-gate, the combination of opposite tubular posts locatedat one side of the track, swinging gate members mounted upon the tops otthe posts, guides within the bottom portions of the-posts, a pair ofrockbars located at each side of the gate and mounted transverselybeneath the rails, trip projections carried by the rock-bars and lyingin the path of Wheel-flanges, the top of the trip projection of theinner bar normally lying above the top of the trip projection of theouter bar, a pendent crank-arm carried by the outer rock-bar and workingin a pit, a longer crank-arm carried by the inner rockbar and Working inan independent pit, a tubular casing extending from one pit to theother, a flexible connection passing through the tubular casing andconnected to the lower ends of the crank-arms, a tubular casingextending between the inner pit and the adjacent tubular post, aflexible connection passing through said casing, through the guidewithin the post and having its opposite ends connected to the longcrank-arm and the adjacent gate, another tubular casing extending fromthe inner pit to the opposite tubular post, and a flexible connectionworking through said casing, through the guide in the opposite post, andhaving its opposite ends connected respectively to the opposite gatemember and an intermediate portion of the longer crank-arm.

In testimony that I claim the foregoing as my own I have hereto aftixedmy signature in the presence of two Witnesses.

CHARLES E. MICKLEY.

Witnesses:

C. R. SPANGLER, W. E. GERBRICK.

